Auxiliary-pressure-control valve.



` Patented Mar. 10, 1914.

s. G NEAL. AUXILIARY PRESSURE GDNTROL VALVE. APPLIOATION FILED JULY 29, 1913,

n srnrps PATENT OFFICE.

SPENCER Gr. NEAL, OF LOS'ANGELIES, CALIFORNIA, ASSIGNOR T0 CALIFORNIA VALVE AND AIB BRAKE COMPANY, Oli*l LOS ANGELES, CALIFORNIA,y A CORORATION F ALIFORNIA.

AUXILIALRY-PRESSURECONTROL VALVE. l

Specification of Letters Patent. Patehted Mar. 1914:.

Application led July 29, 1918. Serial No. 781,833.

To all 'whom it may' concern Beit known that I, SPENCER G. NEAL,

, a citizen of the United States, residing in service application of the brakes.

the city of Los Angeles, State of California, have invented a new 'and useful Auxiliary- Pressure-Control Valve, (Case A,)' of which the following is a specification.

In the operation of railway braking sy stems now in general use, no provision 1s made to safeguard against over-charging the auxiliary reservoirs after there has been a That is to say, although the auxiliary reservoir pressure is not apt to be over-'charged in the original charging of the train pipe and the auxiliary reservoirs, nevertheless, after there has been an application of the brakes and it is desired to again charge the train pipe through the engineers brake valve, this second orV subsequent charging of the train pipe not infrequently results in overcharging the same, thereby increasing the `pressure in the train pipe until it exceeds the pressure for which the feed valve is set, the feed valve being set to maintain in the train pipe the required pressurefor full release of the brakes. The result of this excessive pressure in the train pipe will be a tendency -to raise the auxiliary reservoir pressure to an equality with this excessive train pipe pressure, which tendency will resultv in charging the auxiliary reservoir above the pressure for which said feed valve is set. Therefore, when the engineers brake valve is later placed in running position, thus cutting oft" free communication between the train ipe and the main reservoir and allowing tie feed valve to control the train pipe pressure, the train pipe pressure will be reduced from this excessive pressure to the pressure for which the feed valve is set, which will bring the train pipe pressure below that in the auxiliary reservoir, thus causing undesired service application of the brakes.

In a brakinosystem provided with this pressure contro valve it is possible to overcharge the train'pipe ve pounds or other predetermined amount, without over-charg-v constructed according to the principle f the triple valve described and-claimed in my Patent No. 1,078,303, dated Nov. 11. 1913. In order to adapt the triple valve of said pending patent to coperate with the pressure control valve hereinafter described, it 1s not necessary to modify the construction of said triple valve but only to dispense with the charging valve of the same as will hereinafter more fully appear.

Referring in detail to the accompanying drawings which illustrate the invention, Figure 1 is a vertical mid-section of this pressure control valve. Fig. 2 is a section similar to Fig. 1 but the movable parts are shown in a different operative position. Fig. 3 1s a diagram of braking elements of a car provided with the invention. Fig. 4 is a View reproducing with slight change the fifth view of my above mentioned patent.

Referring in detail -to the drawings, in the diagram shown in Fig. 3, 5 is the brake cyl-- inder, 6 the auxiliary reservoir, 7 the triple valve and 8 the control valve proper. Said control valve 8 is connected by means of a pipe 9 with the auxiliary reservoir 6. A pipe l1 connects control valve S to the train pipe 12. The triple valve 7 is provided with a branch pipe 14 leading to the train pipe 12.

Referring now to the construction of the control valve proper, the casing thereof com prises a lower cap 15,-an upper cap 16 and a spacing rlng 17. Saidcaps and spacing ring have interposed between the saine diaphragms 18 and 19 these parts all being clamped together by the cap screws or bolts 21. lVithin the casing and between the dia` phragms 18 and 19 isa spacer 22 having an upwardly extending head or stem 23, playingwithin a tubular extension 2-l projecting upwardly from the upper cap 16. Said extension 24 has a stop screw 25 through 'the top thereof and lock nut 2G to hold said stop screw in the adjusted position. The inner end of said screw 25 limits the upper movement of headl 23. The diaphragm spacing device 22. is also provided with a downwardly extending valve stem 27 terminating at its lower end in valve 28, which engages the valve seat 29. Through said valve 28 and stem 27,' and the body of the spacer 22 extends a passage 31', said passage leading up into the top extension 23, there chamber 33 located above the upper dia-` phragm 1 8. In the illustrated embodiment of the invention, the lower4 diaphragm 19 is of less working area than the upper dia` phragm 18, these two diaphragmsbeing so proportioned to each other that when the pressure in the upper chamber 33 has reached a point within ve pounds of that in the lower chamber 34, valve 28 will be seated. The valve stem 27 is guided by an upwardly extending small valve chamber 36 around said va ve 28. Ports 37 lead from said chamber 36 to the train pipe chamber 34. Beneath valve 28 an auxiliary reservoir passage 41 leads out through the Vpipe V9. A tra'in pipe passage 42 and pipe l1 lead to the train .pipe 1Q. lVents 45 lead to the outer atmosphere from annular atmospheric chamber 46, located between the inner diaphragm supports 47 and 48. Further detailed explanation of the general construction ,of the diaphragm device will not be necessary because said device is constructedalong the lines set forth in Patent No. 1,062,300 issued to G. C. Pierce May 20th, '1913'. The working area of the lOWe r diaphragm 19 is less than the working area of the upper diaphragm-lSby reason of the lower diaphragm recess 49 being ot less' diameter than the upper diaphragm recess 51; and also by reason of the Aeo fact that the annular ledge lower portion of the spacing ring 17.

.Referring in detail to Fig. 4, this view is a reproduction of the charging valve shownv in Fig. 5 of my Patent No.`1,078 ,303, dated November 11, 1913, except that nut 55 lsecured to the top of valve stem 56 is screwed down so as to prevent charging valve 57 from leaving its seat, thereby rendering said charging valve inoperative. The charging as before stated is performed by Operation: In the operation of charging the auxiliary reservoir, train pipe pressure will enter the pressure control valve 8, (see Fig. 3) through the branch pipe 11 passing into the chamber 34, and will raise the pressure against the lower side of the lower diaphragm 19 toraise said diaphragm and unseat valve 28, thereby permitting air to pass through ports 37, and valve chamber 36v down through passage 41 and pipe9 to the auxiliary reservoir 6. As the pressure vin the auxiliary reservoir increases, the same will be registered in auxiliary reservoir chamber 33 owing to said chamber 33 being in communication with passage l41 at all times vthrough passage 31 and ports 3:2. This iiow of air will continue unt-il the pressure in the auxiliary reservoir chamber 33 above diaphragm 18 reaches to withinfifiv'e pounds of the pressure beneath the lower diaphragm,l

boss 35, there bein@r a` vbeing a' train pipe 52 contracts the' I .iliary reservoir.

19, at which time, owing to the lesser working area of the lower diaphragm 19, the diaphragm device will descend closing the valve 2S and cutting oit further entrance of air to' vthe auxiliary reservoir,

I claim l. The combination with the train pipe,.

auxiliary reservoir and triple valve, of a pressurecontrol device comprising a casing, two diaphragme dividing said casing into three chambers, the chamber between said diaphragme being in free communication with the outer atmosphere; one of said outer chambers being an auxiliary reservoir chamber, and the other of said outer chambers chamber; the diaphragm next to the auxiliary reservoir chamber having a greater working area than the other diaphragm, a spacing said diaphragms, a passage leading from the auxiliaryreservoir chamber @through `said spacing device,

said valve controlling communication be-. tween the train pipe and the auxiliary reservoir, and said passage through said valve at all times affording communication between device rigidly uniting and an extension forming a valve through which said passage opens out,

the auxiliary reservoir and said auxiliary reservoir chamber.

2. The combination with the train rpipe auxiliary reservoir and triple valve, of a pressure control device comprising a casing,

two diaphragms within said casingdividing one of the same into three compartments,

the outer chambers being in communication with the auxiliary reservoir and the other outer chamber being in communication with the train pipe, the diaphragm next the auxiliary reservoir chamber being of greater workin area than the diaphragm next the train pipe chamber, and means operated by said diaphragm device to control communication between the train-pipe and the aux 3. In combination, a train pipe, an auxiliary reservoir, a triple valve, a movable s abutment comprising two elements of different areas, a casingf'divided by said abutment into two chambers exteriorly thereto, a

yvalve-consisting of a tube having an open end within its seating surface, said valve being operatively connected with said abutment and controllingv communication between the vtrain pipe and the auxiliary reservoir, the movements of said abutment being controlled by train pressure opposed by aux' iliary reservoir pressure, the tubular portion of said valve communicating with the auxiliary reservoir chamber.

4. In combination, a train pipe, an auxiliary reservoir,- a triple valve, a casing, an abutment within said casing .comprising two elements of different areas,- said abutment dividing said casing into an auxiliary reservoir chamber and a train pipe chamber exterior thereto, 'and means controlled by the movements of said elements to maintain in said auxiliary chamber a pressure less than the pressure in said train pipe chamber.

In testimony whereof I have hereunto signed my 'name in the presence of two subseribing witnesses at Los Angeles, infthe nia, this 24th day of July 1913;

SPENCER Gr'. NEAL.

Witnesses:

GUY C. PIERCE, ALBERT H. MERRILL.

Copiez 'auf this patent may be obtained for ve cents each, by addressing the. Commiuloner of Patent-l, Washington, D. C. 

